(first posted 11/17/2012) The quest to find fuel efficiency in RVs has come and gone with the price of fuel. In the early eighties, when gas was around $4.00 in today’s dollars, the RV business crashed and desperately looked for a radical solution. One could say that the Winnebago LeSharo was the equivalent of the 1985 Cadillac DeVille: downsized to the extreme. Winnebago desperately searched for the solution, and found it in…France. LeSharo: the LeCar of RVs.

The LeSharo was one of those great ideas that ran aground on the realities of its Renault engine and transmission. Renault had just recently introduced its new FWD dieselTraffic van.

In Europe, the Traffic was also used as a basis for euro-style motorhomes.

Winnebago bit, another Franco-American tie-up was created, and Renault shipped cabs complete with front drive train, and a rear axle to Winnebago, where the low and light (5,000 lb) 1983 LeSharo was born. The economy (20-23 mpg) was enticing; the Renault engine and transmission less so.

It may have worked ok in a small van delivering baguettes in Paris, but the 57 hp 2.1 L diesel four was overwhelmed by American standards. In 1984, a 75 hp turbocharged version was quickly rushed into service. But numerous and severe problems with both the engine and the four-speed manual transaxle necessitated abandoning it. By 1986, the diesel was out, and Renault’s 2.2 liter gas four (as used in their US cars) and a three-speed automatic transmission were in. mileage was more like 16-19 mpg. With the proper knowledgeable attention, they can be made to last reasonably well.

This combination was relatively more reliable, but lacked the diesel’s ultimate efficiency potential. The one I found here has the turbo-diesel stickers on the back, but since many were re-powered, its hard to say for sure. On the other hand, Eugene is the final destination of many old orphan diesels, so my guess it’s in the hands of a hard-core LeSharo TD fan. For those LeSharo lovers that are sick of the Renault issues, there is an outfit that does a regular business transplanting Chrysler 3.3 V6 minivan drive trains into these.

The LeSharo petered out in 1992, but was reincarnated in 1994 as the Rialta, now using a complete VW Eurovan front cab and drive train. The early versions used the 2.5 liter five, so it wasn’t exactly brimming with power either. Eventually, the VR6 engine was the definitive version. It appears to have gone out of production some time in the last few years, as Sprinter-based conversions and RVs offer real stand-up headroom and diesel economy.

I think these used early X-car Buick Skylark headlights, the high MPG motorhome was an interesting “evolve or die” race in the early 80’s when everyone thought gas was going to go through the roof, one of the others was the BMW diesel engined Vixen.

Most people only remember the BMW powered ones, but I originally learned about the Vixen because they offered the original 3800 as their gas engine. I didn’t even know there were diesel Vixens until a few years later.

The BMW TD version was the first. But by the time it arrived (1986) gas was cheap, so a 3800 version, which also had a raised a]fixed roof was developed.

The Vixen was a commercial bust, since it was expensive (almost as much as big motorhomes). If gas had stayed sky-high, it might have had a chance.

I’m eager to find one and do a CC on it. They’re getting pretty scarce, as only some 600 were ever built.

I could never warm up to either the Vixen or LeSharo because of their low headroom. That’s why I still consider the UltraVan as the utlimate high-efficiency motor home. With a diesel, I’m sure it could get close to 30 mpg.

More like a camper-conversion van alternative. My Class B Chinook, and pretty much every other Class B I know of offers stand-up headroom. That really is a big difference. The market has spoken, and except for pop-up vans, folks seem to demand stand-up headroom.

It is unusual to see one of these here, but early December last year, there was hang in the parking of the marina below from us.
I think I have only seen one prior to this one in the country.
This one looks kind of tired.
I know nothing about it, but a CA friend of ours told me that is has a Toronado drivetrain.

I test drove a used LeSharo back in the mid-eighties thinking it might be a suitable replacement for my 75 Toyota Chinook. What a nice looking package it was but unfortunately driving it was like pedaling a tricycle with small wheels. I think I went about a half mile before deciding it wasn’t for me.

I don’t think that I’ve ever seen one of these on the road, even in the eighties. Mind you, the girl in the second photograph looks quite pleased with her choice. I just spotted a really well kept Renault Fuego Turbo, silver and black with excellent fabric sliding top, in a scrapyard last week. Wish that I remembered my camera, because it is a rarity today, a bit like the motorhome.

i’ve seen the le sharo with renault 2.2, the only way it can work is having a 2 speed rear axle, since the whole thing got to be 4000+ plus pound, a little 4 banger is going to get burned out prematurely. also running the engine at almost full load is never a good thing.
a fnd bought this and never able to find the power train again, so he use it as a home, lived in the back of his fnd’s house.

I’d seen a few of these but never knew it was Renault-based. CC has been so educational – thanks Paul! The later Eurovan rigs show up on the road every now and then, and I’ve seen one or two Vixens in the last ten years.

Ick! Ick! ICK! Nightmare concoction from hell! The ultimate ‘Cringe-mobile’ in the auto parts biz. In my job as a wholesale auto parts provider, these are one of the vehicles that make us cringe when we hear “I’ve got a 1985 Lesharo…” on the other end of the phone line. Sorry dreamers–you can’t get anything for one of these! Don’t even try. If offered a Lesharo, turn 180 degrees and run away screaming!

heh – possibly they did although with that wheelbase it would have been an unwise purchase in Europe. There’s a reason most Euro-campers are the shorter type Paul’s pictured above: there just isn’t as much space here.

One of the many trips up into the Highlands in my avatar-car before we parted ways, was supplied comic relief at the entrance to a campsite near Arisaig on the west coast by something this size. someone in a big silver US-style camper (probably a Winnebago, this sort of length, but not based on anything I’d recognise) had got themselves terminally stuck trying to turn into the site. Happily my friend and I had pitched our tent at another nearby site so we were able to enjoy the show (passing on foot) without being inconvenienced… It wasn’t still there when I was last in the area so they must have got it out in the end… though I wouldn’t be surprised to hear that cutting torches had been involved.

“Hey guys, I just got a proposal from Renault to supply drivetrains. I understand that they have fixed all of the problems. These should work really well for this application.”
Renault or any of its components in the US market reminds me of Charlie Brown kicking Lucy’s football. She always pulls it away at the last minute and he falls flat on his back. He never learns, and does it over and over.

Have just bought itasca (le Sharo) in uk will bring it to Holland where I live i am interested in the comment on drive trains as mijn has a problem (limp home mode) .I need as much info as possible ,european specialist??
brian

Since my daily driver is a long wheelbase, DRW Toyota with a home built camper on the back, I have special eyeballs calibrated to notice others of the ilk. Hence, not surprisingly, I have been able to score a hat trick. A BMW Vixen on the corner of School St and Main in Montpelier, VT, a Corvair powered Ultravan motoring through Harrisburg, PA and a LeSharo offered for sale in Tallahassee, FL.

The holy grail of micro campers is genuine econocar mileage. But until they find a way to apply the magic of alchemy to the laws of physics I am going to celebrate the 23 mpg that my trusty Toyota delivers (provided I keep it under sixty). (And, yes, I can stand up in it).

Nice. I’m convinced that an update of the Ultra Van, with fine-tuned aerodynamics and a modern turbo-diesel could get mid to high twenties, possibly 30. And that’s quite a decent sized rig, with a full bedroom in back, and stand-up height.

I agree. I think 30 mpg is definitely possible with stand-up room included. Mine is an ’88 and we’ve made real strides in efficiency since.

But a commercial venture is not likely to be able to do this and satisfy prevailing American expectations.

The people who buy these things demand every conceivable amenity which really piles on the weight.

Likewise, if it’s tall enough to stand up in, you can’t expect to drive it at the prevailing speed of interstate traffic and get good mileage, another killer in the marketing world.

My sink empties into a bucket, not a holding tank, for example. It has a cedar strip roof and structural weight is kept as low as possible (no overhead cabinets, no AC on the roof). It weighs no more than a mid weight SUV. (about 4500 lbs). It has held up reasonably well for 23 years, always exposed to the elements.

My experience is that if you want a truly efficient, durable and maintenance-free home you really have no choice except to build it yourself. I think the same applies in our quest for 30mpg campers. Especially if it has to be sufficiently robust to meet the needs of full-time or near full-time usage.

The Le Sharo strikes me as a near Citroen SM grade hell project, although a Perkins Prima conversion could be interesting. Rialtas have a definite following, although they seem a little bit cheaper and thus less popular than Eurovan Weekenders or Winnebagos.
For reference, the Rialta was dropped after the 2003 model year because VW discontinued that generation of Eurovan and didn’t bother US certifying the following generation.
Personally I want to see what happens to the van and RV market when the Transit and Ducato show up, and I have always wondered why nobody in the US built RVs on the Isuzu NPR truck chassis.

The real problem with the LeSharo was the lack of enough transmission-final drive oil and/or a transmission oil cooler. Once the oil got a bit low, the ring & pinion would wear and get noisy. With the exhaust opened up to 2 inches, the acceleration improved. This with front wheel drive and a low CG, the LeSharo would handle the road. I know since I won a sports car rally in mine; much to the ranting and raving of the sporty drivers.

You are the first reader mentioning the manual transmission problem .
I had a 1990 Le Sharo here in Australia , one with the turbo diesel and a 4 speed manual transmission ..
On a cross country trip from Cairns to Perth , the transmission became noisy and i stopped to a Renault dealer in Alice Springs .
One of the mechanic had been trained in France and told me that those 4 speed transmission had polyurethane rings would wear out while driving in hot weather , he suggested me to switch to a set of metal rings or switch to 5 speed transmission ( Renault new about the faulty design ) and with the help of that mechanic , i had Renault replacing the transmission with a 5 speed , my only cost was labour ..
I am pleased to say i still own that Le Sharo , it is now 28 years old and has 170.000 km , it is use on long week end or holidays ..
Never had transmission problem with the 5 speed unit , the diesel motor is still strong .
It really is a sure footed camping car to drive , very comfortable on the road and very economical it is very roomy inside and the bathroom is ingenious .

I’m from Britain and knew these vans reasonably well, they had a dire reputation for falling apart. The diesel was underpowered but the one I really wouldn’t want was in the French advert, Renault’s pushrod 60hp 1.4 made my 640kg Renault 5 move OK, in a 2 ton van it would be a rattly disaster.

You can still get some unbelievably slow vans in Europe like the 90hp 3.5 ton max load Sprinter. I did once drive a 4.6 ton Mercedes with…78hp. By comparison my 95hp one was a rocket ship, 79mph top speed no less.

As far as the LeSharo goes, as long as you have reasonable expectations (i.e. not running 75MPH down the express way) it is a reasonable vehicle. In regard to working on it, it’s not that bad to work on, mechanical injection on the diesels, parts are readily accessible now thanks to the internet and European parts. It is maintenance intensive but not impossible.

I own a 1984 diesel Phasar, and while mine required a lot of work when I got it, it has performed reasonably well ever since. We replaced the tranny, power steering rack, all belts/hoses, radiator, etc. She does just fine going 70 down the highway, but is a bit slow over major mountains (8,000 ft +). mine still needs ac work, but its fun and gets 20+ mpg. Parts are available through winnebago parts or rock auto (they will ship them in from their warehouse in the UK) or even autozone since jeep used the same 2.1 diesel for a couple of misplaced years in the 80’s.

I’ve driven my ’89 lesharo, with GM V-6 conversion, nearly 20,000 trouble free miles over the past 3 years and have found it to be an unbeatable combination of comfort,convenience and economy. When and if there is ever an affordable replacement available I’ll be first in line,until then long live the Lesharo!

That’s a neat classic motorhome. Last summer my brother and his wife rented this recent Fiat Ducato / Adria turbodiesel motorhome for their Norway trip. They drove about 4,800 km and it did 23.5 US-mpg (10 l/100 km) on average. So about the same as this article’s classic. With the original engine.

I remember seeing these back in the day. I found the LeSharo way more attractive than most of the larger Winnebago RVs sold at the time. While I liked the idea of a turbo diesel engine, I was never impressed with the Renault built diesel offered at the time. I also liked the Rialto, based on the Volkswagen Eurovan. My only complaint about it was that it was never available, not even as an option, with a turbo diesel engine. Seriously?! When you consider what the engine is carrying behind it, you want something that delivers lots of low end torque, while also delivering close to 20 mpgs. I don’t see how a gasoline powered 5 cyl. engine can do that.

CC Effect: Looks like someone is doing the snowbird thing on the cheap, moving a Rialta between a nearby McDonalds dirt parking lot and an equally nearby Walmart. Obviously, it’s running since it’s going back and forth. I like the size of the Rialta but the VW running gear puts me off.

Likewise, I’m not particularly fond of the relatively recent Sprinter RV conversions; they have similar poor quality reputations. I’d be more interested in one of the new Mercedes Metris’ with a pop-top roof, but they’re not importing the factory models into the US.

Winnebago does, or did, offer two FWD Ducato/Promaster based RV’s. One using the normal tall body, and one with a square box body behind the cab. Either one seems like a far better solution than a Sprinter based one, assuming the mechanicals don’t crap out.

Car and Driver did a comparison over a year ago between a Promaster (Ducato), Sprinter, and Ford Transit, all with smallish diesel engines. The Promaster came in last, with very poor ergonomics and an abysmal manual/automatic transmission. I’m guessing that the Promaster’s reliability is even worse than the Sprinter.

Renault may have produced good vehicles, but they didn’t have a very reliable service network in the USA. If your LeCar goes kaput along 101 and you need to have it serviced, good luck with finding a specialist mechanic to help fix it.

There is a old man running around west texas I’ve seen twice in the last year ( i haven’t got a pic yet) that has made a motor home out of a 73 or 74 Econoline with the factory delivery box they offered back then. It’s clean and he is usually driving 65 or 70 or so. That’s what I’d buy. Thats more my style. In fact, even though it needs a going thru, I can buy a 71 Econoline camper conversion for $500 here. But it is rough.

While I like the appearance of the LeSharo, I’d much prefer the performance and build quality of the VW Eurovan based Rialta. My only complaint would be that it was never offered at any price with a turbo diesel engine. For a vehicle weighing in at over 4k lbs. I would think a 2.8 litre turbo diesel would deliver better fuel economy, without sacrificing much in the way of acceleration. 🙂